Tire comprising a layer of circumferential reinforcement elements

ABSTRACT

The invention relates to a tire comprising a crown reinforcement formed of at least two working crown layers each formed of reinforcing elements inserted between skim layers of rubber compound, a first layer S of polymer compound being in contact with at least one working crown layer and in contact with the carcass reinforcement and the crown reinforcement comprising at least one layer of circumferential reinforcing elements. In accordance with the invention, the elastic modulus under tension at 10% elongation of at least one skim layer of at least one working crown layer is less than 8.5 MPa, the maximum value of tan(δ), denoted tan(δ)max of the said at least one skim layer of at least one working crown layer is less than 0.100, and the complex dynamic shear modulus G*, measured at 10% and 60° C. on the return cycle, of the said first layer S of polymer compound is greater than 1.35 MPa.

RELATED APPLICATIONS

This is a U.S. National Phase Application under 35 USC 371 ofInternational Application PCT/EP2015/061707 filed on May 27, 2015.

This application claims the priority of French application no. 1455961filed Jun. 26, 2014, the entire content of which is hereby incorporatedby reference.

FIELD OF THE INVENTION

The present invention relates to a tire having a radial carcassreinforcement, and more particularly a tire intended to equip vehiclesthat carry heavy loads and run at sustained speed, such as lorries,tractors, trailers or buses, for example.

BACKGROUND OF THE INVENTION

In the tires of heavy duty type, the carcass reinforcement is generallyanchored on either side in the area of the bead and is surmountedradially by a crown reinforcement made up of at least two layers thatare superimposed and formed of threads or cords which are parallel ineach layer and crossed from one layer to the next, forming angles ofbetween 10° and 45° with the circumferential direction. The said workinglayers that form the working reinforcement may furthermore be coveredwith at least one layer, referred to as a protective layer, formed ofreinforcing elements which are advantageously metallic and extensibleand referred to as elastic reinforcing elements. It may also comprise alayer of metal threads or cords having low extensibility, forming anangle of between 45° and 90° with the circumferential direction, thisply, referred to as the triangulation ply, being located radiallybetween the carcass reinforcement and the first crown ply, referred toas the working ply, formed of parallel threads or cords lying at anglesnot exceeding 45° in terms of absolute value. The triangulation plyforms a triangulated reinforcement with at least the said working ply,this reinforcement having low deformation under the various stresseswhich it undergoes, the triangulation ply essentially serving to absorbthe transverse compressive forces that act on all the reinforcingelements in the crown area of the tire.

Cords are said to be inextensible when the said cords exhibit, under atensile force equal to 10% of the breaking force, a relative elongationat most equal to 0.2%.

Cords are said to be elastic when the said cords exhibit, under atensile force equal to the breaking load, a relative elongation at leastequal to 3% with a maximum tangent modulus of less than 150 GPa.

Circumferential reinforcing elements are reinforcing elements which formangles with the circumferential direction in the range +2.5°, −2.5°around 0°.

The circumferential direction of the tire, or longitudinal direction, isthe direction that corresponds to the periphery of the tire and isdefined by the direction in which the tire runs.

The transverse or axial direction of the tire is parallel to the axis ofrotation of the tire.

The radial direction is a direction that intersects the axis of rotationof the tire and is perpendicular thereto.

The axis of rotation of the tire is the axis about which it turns innormal use.

A radial or meridian plane is a plane which contains the axis ofrotation of the tire.

The circumferential median plane, or equatorial plane, is a planeperpendicular to the axis of rotation of the tire and which divides thetire into two halves.

The “elastic modulus” of a rubber compound is to be understood asmeaning a secant extension modulus at 10% deformation and at ambienttemperature.

As far as rubber compositions are concerned, modulus measurements aretaken under tension in accordance with standard AFNOR-NFT-46002 ofSeptember 1988: the nominal secant modulus (or apparent stress, in MPa)at 10% elongation (normal temperature and relative humidity conditionsin accordance with standard AFNOR-NFT-40101 of December 1979) ismeasured in second elongation (i.e. after an accommodation cycle).

Some current tires, referred to as “road” tires, are intended to run athigh speed and over increasingly long journeys, as a result of theimprovement in the road network and of the growth of the motorwaynetwork throughout the world. The combined conditions under which such atire is called upon to run without any doubt makes possible an increasein the distance travelled, the wear on the tire being reduced, but onthe other hand, the endurance of the tire and in particular of the crownreinforcement is detrimentally affected.

This is because there are stresses in the crown reinforcement and, moreparticularly, shear stresses between the crown layers, combined with anot-insignificant rise in the operating temperature at the ends of theaxially shortest crown layer which have the effect of causing cracks inthe rubber to appear and spread at the said ends.

In order to improve the endurance of the crown reinforcement of the typeof tire under consideration, solutions relating to the structure andquality of the layers and/or the profiled elements of rubber compoundswhich are placed between and/or around the ends of the plies and, moreparticularly, the ends of the axially shortest ply have already beenapplied.

It is notably known practice to introduce a layer of rubber compoundbetween the ends of the working layers in order to create an uncouplingbetween the said ends in order to limit shear stresses. Such decouplinglayers must, however, exhibit a very good cohesion. Such layers ofrubber compounds are, for example, described in Patent Application WO2004/076204.

Patent FR 1 389 428, in order to improve the resistance to degradationof the rubber compounds situated near the crown reinforcement edges,recommends the use, in combination with a low-hysteresis tread, of arubber profiled element covering at least the sides and the marginaledges of the crown reinforcement and made up of a low-hysteresis rubbercompound.

Patent FR 2 222 232, in order to avoid separations between crownreinforcement plies, teaches the coating of the reinforcement ends in acushion of rubber of Shore A hardness different from that of the treadsurmounting the said reinforcement, and higher than the Shore A hardnessof the profiled element of rubber compound placed between the edges ofcrown reinforcement and carcass reinforcement plies.

Tires produced in this way do effectively allow an improvement inperformance notably in terms of endurance.

Moreover, it is known practice, in order to produce tires with a verywide tread or in order to confer greater load bearing capacity on tiresof a given dimension, to introduce a layer of circumferentialreinforcing elements. Patent application WO 99/24269 describes, forexample, the presence of such a layer of circumferential reinforcingelements.

The layer of circumferential reinforcing elements is usually made up ofat least one metal cord wound to form a turn of which the angle oflayering with respect to the circumferential direction is less than2.5°.

SUMMARY OF THE INVENTION

It is an object of the invention to provide tires of which theproperties, notably in terms of endurance and wear, and the dynamicproperties, notably the cornering stiffness, are maintained whatever thedegree of wear and the rolling resistance performance of which isimproved in order to contribute to a lowering of the fuel consumption ofthe vehicles fitted with such tires.

This object is achieved according to one aspect the invention directedto a tire with a radial carcass reinforcement comprising a crownreinforcement formed of at least two working crown layers each formed ofreinforcing elements inserted between two skim layers of rubbercompound, crossed from one layer to the other making with thecircumferential direction angles comprised between 10° and 45°, a firstlayer S of polymer compound being in contact with at least one workingcrown layer and in contact with the carcass reinforcement, the saidfirst layer S of polymer compound extending axially as far as at leastthe axial end of the tread, the said tread radially capping the crownreinforcement and being connected to two beads by two side walls, thecrown reinforcement comprising at least one layer of circumferentialreinforcing elements, the elastic modulus under tension at 10%elongation of at least one skim layer of at least one working crownlayer being less than 8.5 MPa and the maximum value of tan(δ), denotedtan(δ)_(max), of the said skim being less than 0.100 and the complexdynamic shear modulus G*, measured at 10% and 60° C. on the returncycle, of the said first layer S of polymer compound being greater than1.35 MPa.

The loss factor tan(δ) is a dynamic property of the layer of rubbercompound. It is measured on a viscosity analyser (Metravib VA4000)according to Standard ASTM D 5992-96. The response of a sample ofvulcanized composition (cylindrical test specimen 4 mm thick and 400 mm²in cross section), subjected to sinusoidal loading in simple alternatingshear stress at a frequency of 10 Hz, at a temperature of 60° C. isrecorded. The sweep is carried out in deformation amplitude from 0.1 to50% (outward cycle), then from 50% to 1% (return cycle). The resultsexploited are the complex dynamic shear modulus (G*) and the loss factortan(δ) measured on the return cycle. For the return cycle, the maximumobserved value for tan(δ) is indicated, denoted tan(δ)_(max).

The rolling resistance is the resistance that occurs when the tire isrolling. It is represented by the hysteresis losses related to thedeformation of the tire during a revolution. The frequency valuesassociated with the revolving of the tire correspond to tan(δ) valuesmeasured between 30 and 100° C. The value for tan(δ) at 100° C. thuscorresponds to an indication of the rolling resistance of the tire whenrunning.

It is also possible to estimate the rolling resistance by measuringrebound energy losses for test specimens with energy imposed attemperatures of 60° C. and expressed as percentages.

Advantageously according to the invention, the loss at 60° C., denotedP60, for the said at least one skim layer of at least one working crownlayer is less than 20%.

According to one preferred embodiment of the invention, the elasticmodulus under tension at 10% elongation of the skim layers of the saidat least two working crown layers is less than 8.5 MPa and thetan(δ)_(max) value of the skim layers of the said at least two workingcrown layers is less than 0.100.

The use of such compounds with elastic modulus values less than 8.5 MPaand with tan(δ)_(max) values of less than 0.100 makes it possible toimprove the properties of the tire in terms of rolling resistance whileat the same time maintaining satisfactory endurance properties.

According to a preferred embodiment of the invention, the said at leastone skim layer of at least one working crown layer is an elastomericcompound based on natural rubber or on synthetic polyisoprene with apredominance of cis-1,4 chains and possibly at least one other dieneelastomer, the natural rubber or the synthetic polyisoprene in the caseof a blend being present at a content that predominates over the contentof the other diene elastomer or elastomers used and of a reinforcingfiller made up of:

-   -   a) either carbon black of BET specific surface area greater than        60 m²/g,        -   i. used at a content of between 20 and 40 phr when the oil            absorption number (COAN) of the carbon black is greater than            85,        -   ii. used at a content of between 20 and 60 phr when the oil            absorption number (COAN) of the carbon black is less than            85,    -   b) or carbon black with a BET specific surface area less than 60        m²/g, whatever its oil absorption number, used at a content of        between 20 and 80 phr, and preferably of between 30 and 50 phr,    -   c) or a white filler of the silica and/or alumina type        comprising SiOH and/or AlOH functional groups at the surface,        selected from the group formed of precipitated or pyrogenated        silicas, aluminas or aluminosilicates or alternatively still,        carbon blacks modified during or after synthesis with BET        specific surface areas of between 30 and 260 m²/g used at a        content of between 20 and 80 phr and preferably of between 30        and 50 phr,    -   d) or a blend of carbon black described at (a) and/or of carbon        black described at (b) and/or a white filler described at (c),        in which the overall filler content is between 20 and 80 phr,        and preferably between 40 and 60 phr.

The BET specific surface area measurement is performed in accordancewith the BRUNAUER, EMMET and TELLER method described in “The Journal ofthe American Chemical Society”, Vol. 60, page 309, February 1938,corresponding to standard NFT 45007, November 1987.

The Compressed Oil Absorption Number (COAN) is measured in accordancewith standard ASTM D3493.

If a clear filler or a white filler is being used, it is necessary touse a coupling and/or covering agent selected from the agents known tothose skilled in the art. Mention may be made, as examples of preferredcoupling agents, of alkoxysilane sulphides of thebis(3-trialkoxysilylpropyl) polysulphide type and among these inparticular of bis(3-triethoxysilylpropyl) tetrasulphide, sold by Degussaunder the name Si69 for the pure liquid product and the name X50S forthe solid product (50/50 by weight blend with N330 black). Mention maybe made, as examples of covering agents, of a fatty alcohol, analkylalkoxysilane, such as a hexadecyltrimethoxysilane orhexadecyltriethoxysilane respectively sold by Degussa under the namesSi116 and Si216, diphenylguanidine, a polyethylene glycol or a siliconeoil, optionally modified by means of OH or alkoxy functional groups. Thecoating and/or coupling agent is used in a proportion of ≥1/100 and20/100 by weight to the filler, and preferably in the range from 2/100to 15/100 if the clear filler forms the whole of the reinforcing fillerand in the range from 1/100 to 20/100 if the reinforcing filler isformed by a blend of carbon black and clear filler.

Other examples of reinforcing fillers that have the morphology andsurface SiOH and/or AlOH functions of materials of the silica and/oralumina type described hereinabove and that can be used according to theinvention as a partial or complete replacement for these include carbonblacks modified either during synthesis by addition to the oil fed tothe oven of a silicon and/or aluminium compound or after synthesis byaddition, to an aqueous suspension of carbon black in a solution ofsodium silicate and/or aluminate of an acid so as to at least partiallycover the surface of the carbon black with SiOH and/or AlOH functions.Mention may be made, as nonlimiting examples of carbon-based fillers ofthis type with SiOH and/or AlOH functional groups at the surface, of thefillers of CSDP type described in Conference No. 24 of the ACS Meeting,Rubber Division, Anaheim, Calif., 6-9 May 1997, and also those of PatentApplication EP-A-0 799 854.

When a clear filler is used as the only reinforcing filler, thehysteresis and cohesion properties are obtained by using a precipitatedor pyrogenated silica or alternatively a precipitated alumina or even analuminosilicate with a BET specific surface area comprised between 30and 260 m²/g. Mention may be made, as nonlimiting examples of filler ofthis type, of the silicas KS404 from Akzo, Ultrasil VN2 or VN3 andBV3370GR from Degussa, Zeopol 8745 from Huber, Zeosil 175MP or Zeosil1165MP from Rhodia, HI-SIL 2000 from PPG, and the like.

Included among the diene elastomers that can be used as a blend withnatural rubber or a synthetic polyisoprene with a predominance ofcis-1,4 chains, mention may be made of a polybutadiene (BR) preferablywith a predominance of cis-1,4 chains, a stirene-butadiene copolymer(SBR) solution or emulsion, a butadiene-isoprene copolymer (BIR) oralternatively still, a stirene-butadiene-isoprene terpolymer (SBIR).These elastomers can be elastomers modified during polymerization orafter polymerization by means of branching agents, such as adivinylbenzene, or star-branching agents, such as carbonates, halotinsor halosilicons, or alternatively by means of functionalization agentsresulting in a grafting, to the chain or at the chain end, ofoxygen-comprising carbonyl or carboxyl functional groups or else of anamine functional group, such as, for example, by the action ofdimethylaminobenzophenone or diethylaminobenzophenone. In the case ofblends of natural rubber or synthetic polyisoprene predominantlycomprising cis-1,4 chains with one or more of the diene elastomersmentioned above, the natural rubber or the synthetic polyisoprene ispreferably used at a predominant content and more preferably at acontent of greater than 70 phr.

According to this preferred embodiment of the invention, a lower elasticmodulus is generally accompanied by a lower viscous modulus G″, thischange proving to be favourable to reducing the rolling resistance ofthe tire.

Usually, the elastic modulus values under tension at 10% elongation ofthe skim layers of the working crown layers are greater than 8.5 MPa andmore usually greater than 10 MPa. Such elastic modulus values arerequired in order to make it possible to limit the extent to which thereinforcing elements of the working crown layers are placed incompression notably when the vehicle is following a sinuous path, whenmanoeuvring in car parks or even when negotiating roundabouts.Specifically, shear in the axial direction, which is applied to thetread in the region of the contact patch causes the reinforcing elementsof a working crown layer to be placed in compression.

The inventors have also been able to demonstrate that the layer ofcircumferential reinforcing elements allows lower elastic modulus valuesto be chosen for the skim layers of the working crown layers withoutdetracting from the endurance properties of the tire because of thecompression experienced by the reinforcing elements of the working crownlayers as described hereinabove.

The inventors have also been able to demonstrate that the cohesion ofthe skim layers of the working crown layers, when it has an elasticmodulus under tension at 10% elongation less than 8.5 MPa, remainssatisfactory.

Within the meaning of the invention, a cohesive rubber compound is arubber compound that is notably robust in relation to cracking. Thecohesion of the compound is thus evaluated by a fatigue cracking testperformed on a “PS” (pure shear) test specimen. It consists indetermining, once the test specimen has been notched, the crackpropagation rate “PR” (nm/cycle) as a function of the energy releaserate “E” (J/m²). The experimental range covered by the measurement iscomprised in the range −20° C. and +150° C. in terms of temperature, inan atmosphere of air or of nitrogen. The stressing of the test specimenis an imposed dynamic movement with an amplitude of between 0.1 mm and10 mm in the form of an impulsive stress loading (“haversine” tangentsignal) with a rest time equal to the duration of the impulse; thefrequency of the signal is of the order of 10 Hz on average.

The measurement comprises 3 parts:

-   -   An accommodation of the “PS” test specimen, of 1000 cycles at        27% deformation.    -   Energy characterization in order to determine the        “E”=f(deformation) law. The energy release rate “E” is equal to        W0*h0, with W0=energy supplied to the material per cycle and per        unit volume and h0=initial height of the test specimen.        Exploitation of the “force/displacement” acquisitions thus gives        the relationship between “E” and the amplitude of the stress        loading.    -   Measuring the cracking, after the notching of the “PS” test        specimen. The data collected result in the determination of the        crack propagation rate “PR” as a function of the applied stress        level “E”.

The inventors have notably demonstrated that the presence of at leastone layer of circumferential reinforcing elements contributes to less ofa change in cohesion of the skim layers of the working crown layers.Specifically, since the more conventional tire designs notably compriseskim layers of the working crown layers with elastic modulus valuesunder tension at 10% elongation greater than 8.5 MPa, this leads to achange in the cohesion of the said skim layers of the working crownlayers, this change having a tendency to be for the worse. The inventorsnote that the presence of at least one layer of circumferentialreinforcing elements that contributes to limiting the placing undercompression of the reinforcing elements of the working crown layersparticularly when the vehicle is following a winding route and alsolimits the increases in temperature leads to a small change in thecohesion of the skim layers. The inventors thus consider that thecohesion of the skim layers of the working crown layers, which is lowerthan that which exists in more conventional tire designs, issatisfactory in the tire design according to the invention.

The inventors have also been able to demonstrate that choosing a firstlayer S having a complex shear modulus G*, measured at 10% and 60° C. onthe return cycle of more than 1.35 MPa, gives dynamic properties andnotably cornering stiffness properties to the tire that are at least asgood as those of a conventional tire comprising working crown layers,the skim layers of which stiffeners modulus values greater than 10 MPa.Indeed the inventors have been able to demonstrate that the presence ofa layer of circumferential reinforcing elements which gives additionalstiffness to the tire partially alleviates the loss of corneringstiffness caused by the choice of working crown layers, the skim layersof which have stiffners modulus values of less than 8.5 MPa and that thefeatures listed hereinabove for the first layer S make a notablecontribution to this cornering stiffness property.

Specifically, and in a way that is entirely unexpected to a personskilled in the art, the properties of the first layer S of polymercompound, the said layer S being positioned in contact with the carcassreinforcement and with at least one layer of the crown reinforcement,have an appreciable influence on the cornering stiffness properties. Thepresence of the layer of circumferential reinforcing elements wouldappear to be able to influence the cornering stiffness propertiessufficiently and, in theory, optimally, on account of the stiffness itconfers upon the tire. Tests carried out have demonstrated that theproperties of the first layer S have an appreciable effect on thecornering stiffness properties of the tire and allow these to beimproved even when a layer of circumferential reinforcing elements ispresent. The inventors have further demonstrated that the choice of thisfirst layer S of polymer compound does not impair the performance interms of the stresses experienced by the tire when driving in a straightline.

Advantageously according to an embodiment of the invention, the complexshear modulus G*, measured at 10% and 60° C. on the return cycle, of thefirst layer S is less than 2 MPa, so that the thermal properties of thetire are not excessively modified in case that impairs the enduranceproperties of the tire and the rolling resistance properties thereof.

Advantageously too, the maximum value of tan(δ), denoted tan(δ)_(m)ax,of the first layer S is less than 0.100.

According to one preferred embodiment of the invention, the first layerS of polymer compound comprises a reinforcing filler made up of:

a) either carbon black with a BET specific surface area of between 30and 160 m²/g, used in a content equal to or greater than 15 phr and lessthan or equal to 28 phr,

b) or a white filler of the silica and/or alumina type comprising SiOHand/or AlOH surface functional groups selected from the group formed ofprecipitated or pyrogenated silicas, aluminas or aluminosilicates oralternatively carbon blacks modified during or after synthesis with aspecific surface area of between 30 and 260 m²/g used at a contentgreater than or equal to 15 phr and less than or equal to 55 phr,c) or a blend of carbon black described at (a) and a white fillerdescribed at (b), in which the overall filler content is greater than orequal to 15 phr and less than equal to 50 phr and the white filler phrcontent is greater than or equal to the phr content of carbon blackminus 5.

The inventors have further demonstrated that the first layer S hasenough cohesion to limit the spread of cracks that begin when an objectpierces the tread of the tire. The inventors also demonstrate thereaching of a tire performance compromise combining the dynamicproperties, notably the cornering stiffness, the rolling resistance andthe endurance properties even in the abovementioned case when an objectpierces the tread of the tire.

According to an advantageous embodiment of the invention, the tirecomprises a second layer G of polymer compound radially between thecarcass reinforcement and the radially innermost layer of reinforcingelements of the crown reinforcement of axial width at least equal to 70%of the width of the radially innermost layer of reinforcing elements ofthe crown reinforcement and having a complex shear modulus G*, measuredat 10% and 60° C. on the return cycle, greater than 1.35 MPa.

According to a preferred embodiment of the invention, the axial width ofthe said second layer G is at most equal to the width of the radiallyinnermost layer of reinforcing elements of the crown reinforcement and,for preference, at least equal to 90% of the width of the radiallyinnermost layer of reinforcing elements of the crown reinforcement.

Preferably also according to this embodiment of the invention, thethickness, measured in the radial direction, of the said second layer Gis greater than ϕ and preferably less than 3ϕ, ϕ being the diameter ofthe reinforcing elements of the radially innermost layer of crownreinforcement.

The inventors have also been able to demonstrate that the second layer Gof polymer compound thus defined further contributes to improving thecornering stiffness properties of the tire by supplementing the layer ofcircumferential reinforcing elements and the first layer S of polymercompound.

Advantageously according to an embodiment of the invention, the complexshear modulus G*, measured at 10% and at 60° C. on the return cycle, ofthe second layer G is less than 2 MPa, such that the thermal propertiesof the tire are not excessively modified in case that impairs theendurance properties of the tire and the rolling resistance propertiesthereof.

Advantageously too, the maximum value of tan(δ), denoted tan(δ)max, ofthe second layer G is less than 0.100.

According to one preferred embodiment of this alternative form of theinvention, the second layer G of polymer compound comprises areinforcing filler made up of:

a) either carbon black with a BET specific surface area of between 30and 160 m²/g, used in a content equal to or greater than 15 phr and lessthan or equal to 28 phr,

b) or a white filler of the silica and/or alumina type comprising SiOHand/or AlOH surface functional groups selected from the group formed ofprecipitated or pyrogenated silicas, aluminas or aluminosilicates oralternatively carbon blacks modified during or after synthesis with aspecific surface area of between 30 and 260 m²/g used at a contentgreater than or equal to 15 phr and less than or equal to 55 phr,c) or a blend of carbon black described at (a) and a white fillerdescribed at (b), in which the overall filler content is greater than orequal to 15 phr and less than equal to 50 phr and the white filler phrcontent is greater than or equal to the phr content of carbon blackminus 5.

Advantageously, the polymer compound of which the second layer G is madeis identical to the polymer compound of which the second layer S ismade.

According to one advantageous embodiment of the invention, the saidreinforcing elements of at least one working crown layer are cords withsaturated layers, at least one internal layer being sheathed by a layermade up of a polymer composition such as a non-crosslinkable,crosslinkable or crosslinked rubber composition preferably based on atleast one diene elastomer.

Cords referred to as “layered” cords or “multilayered” cords are cordsmade up of a central nucleus and of one or more practically concentriclayers of strands or threads arranged around this central nucleus.

Within the meaning of the invention, a saturated layer of a layered cordis a cord made up of threads in which there is not enough space to addat least one additional thread.

The inventors have been able to demonstrate that the presence of thecords as just described by way of reinforcing elements for the workingcrown layers are able to contribute to better performance in terms ofendurance.

Specifically, it would appear, as explained hereinabove, that the rubbercompounds of the skims of the working layers make it possible to reducethe rolling resistance of the tire. That results in a lowering of thetemperatures of these rubber compounds, when the tire is being used,which may lead to lower protection of the reinforcing elements withregard to the phenomenon of oxidation under certain conditions of use ofthe tire. Specifically, the properties of the rubber compounds relatingto their ability to block oxygen decrease with temperature and thepresence of oxygen may lead to progressive degeneration of themechanical properties of the cords, for the most harsh runningconditions, and may adversely affect the life of these cords.

The presence of the rubber sheath within the cords described hereinabovecompensates for this potential risk of oxidation of the reinforcingelements, as the sheath contributes to blocking the oxygen.

The expression “composition based on at least one diene elastomer”means, in the known way, that the composition contains a predomination(i.e. a fraction by mass in excess of 50%) of this or these dieneelastomer or elastomers.

It will be noted that the sheath according to the invention extendscontinuously around the layer that it covers (which means to say thatthis sheath is continuous in the “orthoradial” direction of the cord,which direction is perpendicular to its radius) so as to form acontinuous sleeve the cross section of which is advantageouslypractically circular.

It will also be noted that the rubber composition of this sheath may becrosslinkable or crosslinked, which means to say that by definition itcomprises a crosslinking system suited to allowing the composition tocrosslink when it is cured (i.e. to harden rather than to melt); thus,this rubber composition may be qualified as unmeltable, because itcannot be melted whatever the temperature to which it is heated.

The term “diene” elastomer or rubber is understood to mean, in a knownway, an elastomer which is based, at least partially (i.e. a homopolymeror a copolymer), on diene monomers (monomers bearing two conjugated ornon-conjugated carbon-carbon double bonds).

For preference, the crosslinking system for the rubber sheath is asystem referred to as a vulcanization system, namely one based onsulphur (or a sulphur donor agent) and a primary vulcanizationaccelerator. Various known secondary accelerators or vulcanizationactivators may be added to this basic vulcanization system.

The rubber composition of the sheath according to an embodiment of theinvention may comprise, in addition to the said crosslinking system, allthe customary ingredients that can be used in rubber compositions fortires, such as reinforcing fillers based on carbon black and/or on aninorganic reinforcing filler such as silica, antiageing agents, forexample antioxidants, extension oils, plasticizers or agents thatimprove the workability of the compositions in the raw state, methyleneacceptors and donors, resins, bismaleimides, known adhesion promotingsystems of the “RFS” (resorcinol-formaldehyde-silica) type or metalsalts, notably cobalt salts.

By way of preference, the composition of this sheath is chosen to beidentical to the composition used for the skim layer of the workingcrown layer that the cords are intended to reinforce. Thus, there is noproblem of potential incompatibility between the respective materials ofthe sheath and of the rubber matrix.

According to an embodiment of the invention, the said cords of at leastone working crown layer are cords of [L+M] layer construction,comprising a first layer C1 of L threads of diameter d₁ wound togetherin a helix at a pitch p₁ with L ranging from 1 to 4, surrounded by atleast one intermediate layer C2 of M threads of diameter d₂ woundtogether in a helix at a pitch p₂ with M ranging from 3 to 12, a sheathmade of a noncrosslinkable, crosslinkable or crosslinked rubbercomposition based on at least one diene elastomer covering, in theconstruction, the said first layer C1.

For preference, the diameter of the threads of the first layer of theinternal layer (C1) is comprised between 0.10 and 0.5 mm and thediameter of the threads of the external layer (C2) is comprised between0.10 and 0.5 mm.

For preference also, the pitch of the helix at which the said threads ofthe external layer (C2) are wound is comprised between 8 and 25 mm.

Within the meaning of the invention, the helix pitch represents thelength, measured parallel to the axis of the cord, after which a threadof this pitch has effected a complete turn about the axis of the cord;thus, if the axis is sectioned on two planes perpendicular to the saidaxis and separated by a length equal to the pitch of a thread of a layerof which the cord is made, the axis of this thread in these two planesoccupies the same position on the two circles corresponding to the layerof the thread considered.

Advantageously, the cord is ascertained to have one, or even morepreferably, all, of the following characteristics:

-   -   the layer C2 is a saturated layer, which means to say that there        is not enough space in this layer for at least one (N+1)th        thread of diameter d₂ to be added, N then representing the        maximum number of threads that can be wound in a single layer        around the layer C1;    -   the rubber sheath also covers the internal layer C1 and/or        separates adjacent pairs of threads of the external layer C2;    -   the rubber sheath covers practically half of the radially        internal circumference of each thread of the layer C2, such that        it separates adjacent pairs of threads of this layer C2.

Preferably, the rubber sheath has a mean thickness ranging from 0.010 mmto 0.040 mm.

In general, the said cords according to the invention can be producedusing any type of metal thread, notably made of steel, for examplethreads made of carbon steel and/or threads of stainless steel. Use ispreferably made of carbon steel but it is, of course, possible to useother steels or other alloys.

Where a carbon steel is used, its carbon content (% by weight of steel)is preferably comprised between 0.1% and 1.2%, more preferably from 0.4%to 1.0%; these contents represent a good compromise between themechanical properties required for the tire and the workability of thethread. It should be noted that a carbon content of between 0.5% and0.6% ultimately makes such steels less expensive because they becomeeasier to draw. Another advantageous embodiment of the invention canalso consist, depending on the applications targeted, in using steelshaving a low carbon content, for example of between 0.2% and 0.5%, duein particular to a lower cost and to a greater ease of drawing.

The said cords according to an embodiment of the invention may beobtained using various techniques known to those skilled in the art, forexample in two steps, first of all by sheathing the core or layer C1using an extrusion head, which step is followed in a second stage by afinal operation of cabling or twisting the remaining M threads (layerC2) around the layer C1 thus sheathed. The problem of bonding in the rawstate posed by the rubber sheath during the optional intermediatewinding and unwinding operations can be solved in a way known to aperson skilled in the art, for example by the use of an interposedplastic film.

Such cords of at least one working crown layer are, for example,selected from the cords described in patent applications WO 2006/013077and WO 2009/083212.

According to one advantageous embodiment of the invention, the axiallywidest working crown layer is radially on the inside of the otherworking crown layers.

According to an advantageous embodiment of the invention, the layer ofcircumferential reinforcing elements has an axial width greater than0.5×W.

W is the maximum axial width of the tire when the latter is mounted onits service rim and inflated to its recommended pressure.

The axial widths of the layers of reinforcing elements are measured on across section of a tire, the tire therefore being in an uninflatedstate.

According to a preferred embodiment of the invention, at least twoworking crown layers have different axial widths, the difference betweenthe axial width of the axially widest working crown layer and the axialwidth of the axially least-wide working crown layer being comprisedbetween 10 and 30 mm.

According to one preferred embodiment of the invention, the layer ofcircumferential reinforcing elements is placed radially between twoworking crown layers.

According to this embodiment of the invention, the layer ofcircumferential reinforcing elements makes it possible more greatly tolimit the extent to which the reinforcing elements of the carcassreinforcement are placed under compression than a similar layer placedradially on the outside of the working layers is able to achieve. It ispreferably radially separated from the carcass reinforcement by at leastone working layer so as to limit the loadings on the said reinforcingelements and avoid fatiguing them excessively.

Advantageously too according to an embodiment of the invention, theaxial widths of the working crown layers radially adjacent to the layerof circumferential reinforcing elements are greater than the axial widthof the said layer of circumferential reinforcing elements and, forpreference, the said working crown layers adjacent to the layer ofcircumferential reinforcing elements are, on either side of theequatorial plane and in the immediate axial continuation of the layer ofcircumferential reinforcing elements, coupled over an axial width andthen decoupled by the layer C of rubber compound at least over theremainder of the width that the said two working layers have in common.

The presence of such couplings between the working crown layers adjacentto the layer of circumferential reinforcing elements allow a reductionin the tensile stresses acting on the axially outermost circumferentialelements situated closest to the coupling.

According to one advantageous embodiment of the invention, thereinforcing elements of at least one layer of circumferentialreinforcing elements are metallic reinforcing elements having a secantmodulus at 0.7% elongation comprised between 10 and 120 GPa and amaximum tangent modulus of less than 150 GPa.

According to a preferred embodiment, the secant modulus of thereinforcing elements of 0.7% elongation is less than 100 GPa and greaterthan 20 GPa, preferably comprised between 30 and 90 GPa and morepreferably still, less than 80 GPa.

Also preferably, the maximum tangent modulus of the reinforcing elementsis less than 130 GPa and more preferably less than 120 GPa.

The modulus values expressed hereinabove are measured on a curve oftensile stress as a function of elongation determined with a preload of20 MPa, divided by the cross section of metal of the reinforcingelement, the tensile stress corresponding to a measured tension dividedby the cross section of metal of the reinforcing element.

The modulus values for the same reinforcing elements may be measuredfrom a curve of tensile stress as a function of elongation which isdetermined with a preload of 10 MPa divided by the overall cross sectionof the reinforcing element, the tensile stress corresponding to ameasured tension divided by the overall cross section of the reinforcingelement. The overall cross section of the reinforcing element is thecross section of a composite element made up of metal and of rubber, thelatter notably having penetrated the reinforcing element during the tirecuring phase.

According to this formulation relating to the overall cross section ofthe reinforcing element, the reinforcing elements of the axially outerparts and of the central part of at least one layer of circumferentialreinforcing elements are metallic reinforcing elements having a secantmodulus of 0.7% elongation comprised between 5 and 60 GPa and a maximumtangent modulus of less than 75 GPa.

According to one preferred embodiment, the secant modulus of thereinforcing elements at 0.7% elongation is less than 50 GPa and greaterthan 10 GPa, preferably comprised between 15 and 45 GPa, and morepreferably still, less than 40 GPa.

Also preferably, the maximum tangent modulus of the reinforcing elementsis less than 65 GPa and more preferably less than 60 GPa.

According to one preferred embodiment, the reinforcing elements of atleast one layer of circumferential reinforcing elements are metallicreinforcing elements having a curve of tensile stress as a function ofrelative elongation that has shallow gradients for small elongations anda substantially constant and steep gradient for greater elongations.Such reinforcing elements of the additional ply are normally known as“bimodulus” elements.

According to a preferred embodiment of the invention, the substantiallyconstant and steep gradient appears upwards of a relative elongation ofbetween 0.1% and 0.5%.

The various characteristics of the reinforcing elements mentioned aboveare measured on reinforcing elements taken from tires.

Reinforcing elements more particularly suited to the creation of atleast one layer of circumferential reinforcing elements according to theinvention are, for example, assemblies of formula 21.23, the makeup ofwhich is 3×(0.26+6×0.23) 4.4/6.6 SS; this stranded cord being made up of21 elementary threads of formula 3×(1+6), with 3 strands twistedtogether, each one made up of 7 threads, one thread forming a centralcore of a diameter equal to 26/100 mm, and 6 wound threads of a diameterequal to 23/100 mm Such a cord has a secant modulus of 0.7% equal to 45GPa and a maximum tangent modulus equal to 98 GPa, these being measuredon a curve of tensile stress as a function of elongation determined witha preload of 20 MPa divided by the cross section of metal of thereinforcing element, the tensile stress corresponding to a measuredtension divided by the cross section of metal of the reinforcingelement. On a curve of tensile stress as a function of elongationdetermined with a preload of 10 MPa divided by the overall cross sectionof the reinforcing element, the tensile stress corresponding to ameasured tension divided by the overall cross section of the reinforcingelement, this cord of formula 21.23 has a secant modulus of 0.7% equalto 23 GPa and a maximum tangent modulus equal to 49 GPa.

In the same way, another example of reinforcing elements is an assemblyof formula 21.28, the construction of which is 3×(0.32+6×0.28) 6.2/9.3SS. This cord has a secant modulus at 0.7% equal to 56 GPa and a maximumtangent modulus equal to 102 GPa, these measured on a curve of tensilestress as a function of elongation determined with a preload of 20 MPadivided by the cross section of metal of the reinforcing element, thetensile stress corresponding to a measured tension divided by the crosssection of metal of the reinforcing element. On a curve of tensilestress as a function of elongation determined with a preload of 10 MPadivided by the overall cross section of the reinforcing element, thetensile stress corresponding to a measured tension divided by theoverall cross section of the reinforcing element, this cord of formula21.28 has a secant modulus of 0.7% equal to 27 GPa and a maximum tangentmodulus equal to 49 GPa.

The use of such reinforcing elements in at least one layer ofcircumferential reinforcing elements notably makes it possible tomaintain satisfactory stiffnesses of the layer even after the shapingand curing stages in conventional manufacturing methods.

According to a second embodiment of the invention, the circumferentialreinforcing elements may be formed of metallic elements that areinextensible and cut in such a way as to form portions of a length verymuch less than the circumference of the least-long layer, but preferablygreater than 0.1 times the said circumference, the cuts between portionsbeing axially offset from one another. Preferably again, the tensilemodulus of elasticity per unit of width of the additional layer is lessthan the tensile modulus of elasticity, measured under the sameconditions, of the most extensible working crown layer. Such anembodiment makes it possible, in a simple way, to confer upon the layerof circumferential reinforcing elements a modulus that can easily beadjusted (by means of the choice of spacings between portions of thesame row) but that is in all cases lower than the modulus of the layermade up of the same metallic elements but continuous, the modulus of theadditional layer being measured on a vulcanized layer of cut elements,taken from the tire.

According to a third embodiment of the invention, the circumferentialreinforcing elements are wavy metallic elements the ratio a/λ of theamplitude of the waves to the wavelength being at most equal to 0.09.Preferably, the tensile modulus of elasticity per unit width of theadditional layer is less than the tensile modulus of elasticity,measured under the same conditions, of the most extensible working crownlayer.

The metallic elements are preferably steel cords.

According to a preferred embodiment of the invention, the reinforcingelements of the working crown layers are inextensible metal cords.

An embodiment of the invention also advantageously, in order to reducethe tensile stresses acting on the axially outermost circumferentialelements, plans for the angle formed with the circumferential directionby the reinforcing elements of the working crown layers to be less than30° and preferably less than 25°.

According to another advantageous embodiment of the invention, theworking crown layers comprise reinforcing elements, crossed from one plyto the other, making with the circumferential direction angles that canvary in the axial direction, the said angles being greater on theaxially outer edges of the layers of reinforcing elements by comparisonwith the angles made by the said elements but measured at thecircumferential median plane. Such an embodiment of the invention makesit possible to increase the circumferential stiffness in certain zoneswhile on the other hand decreasing it in others, notably in order todecrease the extent to which the carcass reinforcement is placed undercompression.

One preferred embodiment of the invention also provides for the crownreinforcement to be supplemented radially on the outside by at least oneadditional layer, referred to as a protective layer, of reinforcingelements, referred to as elastic reinforcing elements, that are orientedwith respect to the circumferential direction at an angle of between 10°and 45° and in the same direction as the angle formed by theinextensible elements of the working layer radially adjacent to it.

The protective layer may have an axial width less than the axial widthof the least-wide working layer. The said protective layer can also havean axial width greater than the axial width of the narrowest workinglayer, such that it overlaps the edges of the narrowest working layerand, when it is the layer radially above which is narrowest, such thatit is coupled, in the axial extension of the additional reinforcement,with the widest working crown layer over an axial width in orderthereafter, axially on the outside, to be decoupled from the said widestworking layer by profiled elements having a thickness at least equal to2 mm. The protective layer formed of elastic reinforcing elements can,in the abovementioned case, on the one hand be optionally decoupled fromthe edges of the said narrowest working layer by profiled elementshaving a thickness substantially less than the thickness of the profiledelements separating the edges of the two working layers and, on theother hand, have an axial width less than or greater than the axialwidth of the widest crown layer.

According to any one of the embodiments of the invention mentionedabove, the crown reinforcement may furthermore be supplemented, radiallyon the inside between the carcass reinforcement and the radiallyinternal working layer closest to said carcass reinforcement, by atriangulation layer made of metal inextensible reinforcing elements thatare made of steel and form, with the circumferential direction, an angleof more than 60° and in the same direction as the angle formed by thereinforcing elements of the radially closest layer of the carcassreinforcement.

The tire according to the invention as has just been described thereforehas a rolling resistance that is an improvement on conventional tireswhile at the same time maintaining comparable performance in terms ofendurance and wear and cornering stiffness properties that are likewisecomparable.

Furthermore, the lower elastic modulus values for the rubber skimcompounds of the working crown layers mean that the crown of the tirecan be softened thereby limiting the risk of attack on the crown and ofcorrosion of the reinforcing elements of the layers of crownreinforcement when, for example, stones become retained in the bottomsof the tread patterns.

BRIEF DESCRIPTION OF THE DRAWINGS

Further details and advantageous features of the invention will becomeapparent hereinafter from the description of exemplary embodiments ofthe invention, with reference to FIGS. 1 and 2 which depict:

FIG. 1: a schematic meridian view of a tire according to one embodimentof the invention,

FIG. 2: a schematic meridian view of a tire according to a secondembodiment of the invention.

In order to make them easier to understand, the figures are not shown toscale. The figures depict only half a view of a tire which extendssymmetrically with respect to the axis XX′ that represents thecircumferential meridian plane, or equatorial plane, of a tire.

DETAILED DESCRIPTION OF THE DRAWINGS

In FIG. 1, the tire 1, of size 315/70 R 22.5, has an aspect ratio H/Sequal to 0.70, H being the height of the tire 1 on its mounting rim andS being its maximum axial width. The said tire 1 comprises a radialcarcass reinforcement 2 fixed in two beads, not shown in the figure. Thecarcass reinforcement is formed of a single layer of metal cords. Thiscarcass reinforcement 2 is hooped by a crown reinforcement 4 formedradially, from the inside to the outside:

-   -   of a first working layer 41 formed of non-wrapped inextensible        9.28 metal cords, which are continuous across the entire width        of the ply, and oriented at an angle equal to 24°,    -   of a layer of circumferential reinforcing elements 42, formed of        21×23 steel metal cords, of the “bimodulus” type,    -   of a second working layer 43 formed of non-wrapped inextensible        9.28 metal cords, which are continuous across the entire width        of the ply, oriented at an angle equal to 24°, and crossed with        the metal cords of the layer 41,    -   of a protective layer 44 formed of elastic 6.35 metal cords.

The crown reinforcement is itself capped by a tread 6.

The maximum axial width of the tire is equal to 317 mm.

The axial width L₄₁ of the first working layer 41 is equal to 252 mm.

The axial width L₄₃ of the second working layer 43 is equal to 232 mm.The difference between the widths L₄₁ and L₄₃ is equal to 15 mm.

As for the axial width L₄₂ of the layer of circumferential reinforcingelements 42, this is equal to 194 mm.

The last crown ply 44, referred to as the protective ply, has a widthL₄₄ equal to 124 mm.

According to the invention, the elastic modulus under tension at 10%elongation of the skim layers of each of the working layers 41 and 43 isequal to 6 MPa.

According to the invention, a first layer S of rubber compound is placedbetween the carcass reinforcement 2 and the first working layer 41.

In FIG. 2, the tire 1 differs from the one depicted in FIG. 1 in that asecond layer G axially extends the first layer S, radially between thecarcass reinforcement 2 and the first working layer 41.

Tests have been conducted with various tires produced according to theinvention as depicted in FIG. 1, and compared against reference tiresalso as depicted in FIG. 1.

Tests have in particular been performed varying the characteristics ofthe skim compounds of the working layers 41 and 43, notably theirelastic modulus values under tension at 10% elongation and the value oftan(δ)_(m)ax and the characteristics of the compounds of the layer S,notably the complex dynamic shear modulus G*, measured at 10% and 60° C.on the return cycle.

The various compounds used are listed below.

Compound Compound R1 R2 Compound 1 Compound 2 Compound 3 Compound 4Compound 5 Compound 6 NR 100 100 100 100 100 100 100 100 Black N347 5233 Black N683 44 30 Black N326 47 5 Black N330 35 Silica 165G 46 40Antioxidant 1 0.7 1.5 1 2 1 1 1.5 (6PPD) Stearic acid 0.65 1.4 0.9 0.651 0.65 0.65 1 Zinc oxide 9.3 2.1 7.5 9.3 8 9.3 9.3 5 Cobalt salt 1.121.12 1.12 1.1 1.12 1.12 (CoAcac) Cobalt salt (CoAbietate)Silane-on-black 8.3 5 Sulphur 6.1 2.15 4.5 6.1 4.8 6.1 6.1 1.75 PEG 2.5Accelerator DCBS 0.93 0.8 0.93 0.93 0.93 Accelerator TBBS 1.01Accelerator CBS 1 0.9 Coaccelerator 1.1 0.34 DPG Retarder CTP 0.25 0.080.15 0.25 0.2 0.25 0.25 PVI) MA₁₀ (MPa) 10.4 3.4 5.99 5.56 7.25 6.16 4.44.3 tan(δ)_(max) 0.130 0.074 0.099 0.074 0.063 0.056 0.030 0.087 P60 (%)22.9 11.3 18.7 14.9 13.3 12.2 8.5 16.5 G* 10% at 60° C. 1.25 1.55(return cycle)

The values for the constituent ingredients are expressed in phr (partsby weight per hundred parts of elastomer).

Various reference tires were tested.

First reference tires T1 have working layers, the skims of which aremade of the compound R1 and the first layer S of the compound R2.

Second reference tires T2 have working layers, the skims of which aremade of the compounds 1 to 5 and the first layer S of the compound R2.

Various tires according to the invention were tested.

Tires S1 according to the invention were produced with working layers,the skims of which are made of the compounds 1 to 5 and a first layer Sof the compound 6.

The first endurance tests were run on a test machine that forced each ofthe tires to run in a straight line at a speed equal to the maximumspeed rating prescribed for the said tire (the speed index) under aninitial load of 4000 kg progressively increased in order to reduce theduration of the test.

It was found that all the tires tested exhibited substantiallycomparable results.

Other endurance tests were conducted on a test machine that cyclicallyimposed a transverse loading and a dynamic overload on the tires. Thetests were carried out for the tires according to the invention underconditions identical to those applied to the reference tires.

The distances covered varied from one type of tire to another, failuresoccurring as a result of degradation of the rubber compounds at the endsof the working layers. The results are set out in the table whichfollows with reference to a base 100 fixed for the reference tire T1.

Tire T1 Tire T2 Tire S1 100 85 105

Other running tests were performed on unsurfaced roads made up of stonesparticularly aggressive towards tire treads.

These last tests demonstrated that after covering identical distances,the tires according to the invention exhibit instances of damage thatare fewer in number and less substantial than those of the referencetires.

These tests notably show that the design of the tires according to theinvention makes it possible to reduce the elastic modulus of the skimsof the working crown layers without adversely affecting enduranceperformance when a layer of circumferential reinforcing elements ispresent.

Moreover, rolling resistance measurements were taken. These measurementsapplied to all of the tires described hereinabove.

The results of the measurements are given in the table below: they areexpressed in kg/t, a value of 100 being assigned to the tire T1.

Tire T1 Tire T2 Tire S1 100 98 98

The scope of protection of the invention is not limited to the examplesgiven hereinabove. The invention is embodied in each novelcharacteristic and each combination of characteristics, which includesevery combination of any features which are stated in the claims, evenif this feature or combination of features is not explicitly stated inthe examples.

The invention claimed is:
 1. Tire with a radial carcass reinforcementcomprising a crown reinforcement formed of at least two working crownlayers each formed of reinforcing elements inserted between two skimlayers of rubber compound, crossed from one layer to the other makingwith the circumferential direction angles comprised between 10° and 45°,a first layer of polymer compound being in contact with at least oneworking crown layer and in contact with the carcass reinforcement, saidfirst layer of polymer compound extending axially as far as at least theaxial end of the tread, said tread radially capping the crownreinforcement and being connected to two beads by two sidewalls, thecrown reinforcement comprising at least one layer of circumferentialreinforcing elements, wherein the elastic modulus under tension at 10%elongation of at least one skim layer at least one working crown layeris less than 8.5 MPa, wherein the maximum value of tan(δ), denotedtan(δ)_(max) of said at least one skim layer of at least one workingcrown layer is less than 0.100, and wherein the complex dynamic shearmodulus, measured at 10% and 60° C. on the return cycle, of said firstlayer of polymer compound is greater than 1.35 MPa, wherein the tirefurther comprises a second layer of polymer compound axially in contactwith the first layer of polymer compound radially between the carcassreinforcement and the radially innermost layer of reinforcing elementsof the crown reinforcement, and wherein the complex dynamic shearmodulus, measured at 10% and 60° C. on the return cycle, of said secondlayer of polymer compound is greater than 1.35 MPa.
 2. The tireaccording to claim 1, wherein the complex shear modulus G*, measured at10% and 60° C. on the return cycle, of the first layer of polymercompound is less than 2 MPa.
 3. The tire according to claim 1, whereinthe maximum value of tan(δ), denoted tan(δ)_(max) of the first layer ofpolymer compound is less than 0.100.
 4. The tire according to claim 1,wherein said first layer of polymer compound comprises a reinforcingfiller made up of: a) either carbon black with a BET specific surfacearea of between 30 and 160 m²/g, used in a content equal to or greaterthan 15 phr and less than or equal to 28 phr, b) or a white filler ofthe silica and/or alumina type comprising SiOH and/or AlOH surfacefunctional groups selected from the group formed of precipitated orpyrogenated silicas, aluminas or aluminosilicates or alternativelycarbon blacks modified during or after synthesis with a specific surfacearea of between 30 and 260 m²/g used at a content greater than or equalto 15 phr and less than or equal to 55 phr, c) or a blend of carbonblack described at (a) and a white filler described at (b), in which theoverall filler content is greater than or equal to 15 phr and less thanequal to 50 phr and the white filler phr content is greater than orequal to the phr content of carbon black minus
 5. 5. The tire accordingto claim 1, wherein the said at least one skim layer of at least oneworking crown layer is an elastomeric compound based on natural rubberor synthetic polyisoprene with a majority of cis-1,4 chains, andpossibly at least one other diene elastomer, the natural rubber or thesynthetic polyisoprene in case of blending being present in a majorityproportion relative to the proportion of the other diene elastomer orelastomers used, and a reinforcing filler composed of: a) either carbonblack with a BET specific surface area greater than 60 m²/g, i. used ata content of between 20 and 40 phr when the carbon black oil absorptionnumber (COAN) is greater than 85, ii. used at a content comprisedbetween 20 and 60 phr when the carbon black oil absorption number (COAN)is less than 85, b) or carbon black of BET specific surface area lessthan 60 m²/g, whatever its oil absorption number, used at a content ofbetween 20 and 80 phr, c) or a white filler of the silica and/or aluminatype comprising SiOH and/or AlOH surface functional groups selected fromthe group formed of precipitated or pyrogenated silicas, aluminas oraluminosilicates or alternatively carbon blacks modified during or aftersynthesis with BET specific surface area of between 30 and 260 m²/g usedat a content of between 20 and 80 phr, d) or a blend of carbon blackdescribed at (a) and/or of carbon black described at (b) and/or a whitefiller described at (c), in which the overall filler content iscomprised between 20 and 80 phr.
 6. The tire according to claim 1,wherein the complex shear modulus, measured at 10% and 60° C. on thereturn cycle, of the second layer of polymer compound is less than 2MPa.
 7. The tire according to claim 1, wherein the maximum value oftan(δ), denoted tan(δ)max, of the second layer of polymer compound isless than 0.100.
 8. The tire according to claim 1, wherein said secondlayer of polymer compound comprises a reinforcing filler made up of: a)either carbon black with a BET specific surface area of between 30 and160 m²/g, used in a content equal to or greater than 15 phr and lessthan or equal to 28 phr, b) or a white filler of the silica and/oralumina type comprising SiOH and/or AlOH surface functional groupsselected from the group formed of precipitated or pyrogenated silicas,aluminas or aluminosilicates or alternatively carbon blacks modifiedduring or after synthesis with a specific surface area of between 30 and260 m²/g used at a content greater than or equal to 15 phr and less thanor equal to 55 phr, c) or a blend of carbon black described at (a) and awhite filler described at (b), in which the overall filler content isgreater than or equal to 15 phr and less than equal to 50 phr and thewhite filler phr content is greater than or equal to the phr content ofcarbon black minus
 5. 9. The tire according to claim 1, wherein the saidreinforcing elements of at least one working crown layer are cords withsaturated layers, at least one internal layer being sheathed by a layermade of a polymer composition such as a non-crosslinkable, crosslinkableor crosslinked rubber composition.
 10. The tire according to claim 1,wherein the layer of circumferential reinforcing elements is placedradially between two working crown layers.
 11. The tire according toclaim 1, wherein the reinforcing elements of at least one layer ofcircumferential reinforcing elements are metallic reinforcing elementshaving a secant modulus at 0.7% elongation comprised between 10 and 120GPa and a maximum tangent modulus less than 150 GPa.
 12. The tireaccording to claim 1, wherein the reinforcing elements of the workingcrown layers are inextensible.
 13. The tire according to claim 1,wherein the crown reinforcement is supplemented radially on the outsideby at least one additional ply, referred to as a protective ply, ofreinforcing elements referred to as elastic elements, which are orientedwith respect to the circumferential direction at an angle of between 10°and 45° in the same direction as the angle formed by the inextensibleelements of the working ply radially adjacent to it.
 14. The tireaccording to claim 1, wherein the crown reinforcement further comprisesa triangulation layer formed of metallic reinforcing elements makingangles greater than 60° with the circumferential direction.
 15. The tireaccording to claim 1, wherein said at least one skim layer of at leastone working crown layer is an elastomeric compound based on naturalrubber or synthetic polyisoprene with a majority of cis-1,4 chains, andpossibly at least one other diene elastomer, the natural rubber or thesynthetic polyisoprene in case of blending being present in a majorityproportion relative to the proportion of the other diene elastomer orelastomers used, and a reinforcing filler composed of: a) either carbonblack with a BET specific surface area greater than 60 m²/g, i. used ata content of between 20 and 40 phr when the carbon black oil absorptionnumber (COAN) is greater than 85, ii. used at a content comprisedbetween 20 and 60 phr when the carbon black oil absorption number (COAN)is less than 85, b) or carbon black of BET specific surface area lessthan 60 m²/g, whatever its oil absorption number, used at a content ofbetween 30 and 50 phr c) or a white filler of the silica and/or aluminatype comprising SiOH and/or AlOH surface functional groups selected fromthe group formed of precipitated or pyrogenated silicas, aluminas oraluminosilicates or alternatively carbon blacks modified during or aftersynthesis with BET specific surface area of between 30 and 260 m²/g usedat a content of between 30 and 50 phr, d) or a blend of carbon blackdescribed at (a) and/or of carbon black described at (b) and/or a whitefiller described at (c), in which the overall filler content iscomprised between 40 and 60 phr.
 16. The tire according to claim 1,wherein the said reinforcing elements of at least one working crownlayer are cords with saturated layers, at least one internal layer beingsheathed by a layer made of a polymer composition such as anon-crosslinkable, crosslinkable or crosslinked rubber composition basedon at least one diene elastomer.